2. Contact Info

3. Dealer Selection

In practical terms, the new 2013 BMW M6 Convertible is an M5 with half the doors, more of the weight, and none of the roof. It uses the same 560-horsepower, twin-turbo V-8 that, on top of delivering more power than the outgoing V-10, returns better fuel economy. The drive wheels (rear) are the same, as are the seven-speed twin-clutch transmission and the Michelin Pilot Super Sport tires.

Also similar is the “Are we really going that fast?” effect resulting from spurts of wide-open throttle. It’s the product of a subdued engine note, nice damper control, and endless torque. At 4490 pounds, the M6 weighs 106 pounds more than the already portly M5, and, as you might expect, it posts slightly slower acceleration numbers as a result — “slightly slower” though, in this case, means reaching 60 mph takes 3.9 seconds.

Unfortunately, reaching that acceleration requires using the same fussy and cumbersome launch control system found in the M5. The process: Turn stability control off, ensure that the transmission is in its most aggressive shift setting (S3), lightly step on the brake with your left foot, and hold the shifter forward. When the flag appears on the dash, go to wide-open throttle, and, when the revs settle, release the brake pedal.

There are many problems with this process. Obviously you can’t use launch control when the car is still warming up, nor can you use it multiple times in a row. The absence of a “Launch Control unavailable” warning on the dash means you never know why the car isn’t entering launch control. Instead, you get frustrated, wondering if the car isn’t ready, or you’ve done something wrong.

It’s easy to get something wrong. You can’t hold the shifter forward too long, or else the car exits launch control, and “lightly” is a very vague description of how to press the brake pedal — you have to breathe it with your left foot. The system allows you to choose the launch rpm, but only allows you to do so when the engine is revving and ready to launch, forcing you to set your desired engine speed quickly with the cruise control toggle. (The current Mustang allows you to choose engine speed through a digital display at any time.) Drag racing is not the M6’s focus, but any user interface should work intuitively, regardless of the car’s purpose.

Fortunately, braking performance is simpler, and quite impressive. We recorded a best stop from 60 mph of 105 feet. And despite being… let’s say, lightness-challenged, the M6 posted a best lap around our figure eight of 24.6 seconds and generated average lateral acceleration of 0.98 g. It pushes initially, but becomes surprisingly neutral after the tires warm up. Quick torque delivery thanks to nearly instant-on turbochargers means big, smoky powerslides are one firm press of the right pedal away.

Having a convertible top allows you to savor the satisfaction of said tire-spinning shenanigans as the smoke wafts through the beautifully upholstered cabin, given that you’ve allotted 19 seconds to drop it. Closing takes 24 seconds, near the 20 seconds required by the Mercedes-Benz SL63 AMG. The M6 allows you to open or shut the roof at speeds up to 25 mph, something that the SL’s rear hinging mechanism prevents.

We haven’t even touched on the technical tidbits inside: the radar cruise control, the array of cameras for parking assistance, the fuel saving stop-start. These pieces reinforce the engineering exercise that is the M6. Making something this heavy go this fast with improved fuel economy is a feat worthy of admiration. Yet it remains a 4500-pound sports car, and while that weight is many things, it doesn’t conjure passion or desire.

EPA MPG

Horsepower

2013 BMW M6 News and Reviews

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